Railway signal system and apparatus.



Ni. LOUGHRIBGE.

RAILWAY SIGNAL SYSTEM AND APPARATUS.

m APPLICATION FKLED MAR. 5, 1513.l 1 N lqjf Fatentm Feb. 6, 19N,

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M. H. LOUGHRIDGE.

RAILWAY SIGNAL SYSTEM AND APPARATUS.

APPLICATION man MAR. 5. 1913.

1,215,173. Patented Feb. 6,1917.

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$5 sA( Qf5\ 96k" .2D-- a@ *alain/lc MATTHEW H. LOUGHRIDGE, OF NEW YORK, N. Y.

RAILWAY SIGNAL SYSTEM ANI) APPARATUS.

Specicatlon of )Letters Patent.

Patented Feb. ti, 1591i?.

Application filed Match 5, 1913.` Seli'il No. 752,222.

To all 'whom z' may conce/rn:

Be it known that l, Marrnnw H. LoUGH- moon, born in county Antrim, Ireland, naturalized a citizen ot the United States, and a resident of the city ot' New York, borough of the Bronx, in thc county of and State ot New York, have invented certain new and useful Improvements in Railway Signal Systems and Apparatus, of which the following is a specilication, reference being had therein to the accompanying drawings, forming a part thereof.

My invention relates generally to a railway signal system whereby a visual signal is operated in the locomotive cah with reiorence to the characteristics of the track, and to which a means may be added of controlling the motive power and the braking power of the locomotive. And my invent-ion particularly relates to selective means of operating` the said cab signal and controlling means in response to various characteristics of the track.

' Generally stated, the objects of my inven tion are to provide a means ot' producingl a number of different indications in the loco* motive cab, in response to predetermined combinations of a selector, having reterence to the characteristics of the track, and

a means of producing these various indica.

tions in a safe and reliable manner that cannot be produced accidentally.

My invention comprises various features, which will appear clearly in the light ot the following'complete specification, as l describe that particular embodiment ot my invention illustrated in the accompanying drawings in which Figure 1 is an elevation of the device on the locomotive, known as the selector, which engages a device placed adjacent to the track. Fig. 2 is a side-elevation of Fig. 1, with the cylinder shown in cross section. Fig. 3 is cross section on the air channel ot' the valves ot the selector in one position, and Fig. 4 is a cross section on the air channel, with another. combination of these valves. Fig. 5 shows the track device, which I will call a ramp, for one combination, and Fig. 6 shows a ramp tor another combination; these ramps being shown in perspective. Fig. 7. shows the indicator in the locomotive cab and a means oi' controlling,r the throttle and air-brake, one of the cylinders being shown in cross section. Fig. 8 shows an application of the system to a Arailroad track Where the characteristics are fixed; the case illustrated in clnding a drawbridge where a slow speed is required in passing the draw, and Fig.- 9 shows an application where the characteristics of the track may change; that shown being a switch to the sidetrack where a slow speed is required, a high speed being permissible for movements on the straight track.

My invention consists of an iron frame 2 secured to the locomotive 1 by bolts 3. rllhis frame contains the three vertical rods Af, 5 and (i which have a free vertical motion limited by the set screws 4C, 5c and 6 engaging the slots 4, 5d and G, which also. prevents the rods from turning in the trame. These,

rods are kept in tension downward by the springs 4b, 5l and Gl. The upper end ot frame 2 supports the valve disks 14 and 1G moving on the shaft 17 between the cylinders 1S1-1920- Said, frame also supports a tank 12. In said tank air is compressed by piston 15 at the top of the plunger An outlet pipe 13 connects the tank l2 and cylinder 18. The lift of rod 4 produces a rotary motion of valve disks 14 through the detent 4f pivoted at 4g and held in position by spring 4" engaging the ratchet teeth with which disks are provided at their vperiphery. The rotary n 'iotion of ratchet wheel 1G is secured in a similar manner the movement of rod 6. The coil l-l-/lllh tend to restore said valve disks to their normal position, determined 'by the pins 1-i-1 and the stops f" as shown in Fig. 1 of the drawings. To hold said disks by springs from retracting ratchets 14n-16a are provided. Said ratchets 14a-46a are engagedL by dogs 7-S respectively; these dogs are operated by levers 7-S, which are pivoted in the ends 40e-Ge of the rods 4-6 and move said dogs to engage ratohets 14a-16a when said rods 4 and G litt. The lever 8, Fig. 52, has a bearing 8d and the dog 8 has a bean-- ing ("3. The two members are mounted sepa rately and operatively connected by a coil spring 8c permitting the operation of the ratchet 16 when the disk 1G is rotated. lt will be noted that there is a" dog in engagement with the opposite disk during the period when either ot' the rods 4 and 6 are lifted and that when restored to the normal position they permit the disks 1/-16 to retract to their normal positions.

Adjacent to the track rail a ramp such as shown in Fig. 5 is supported on the tics 28.

` sage from the pipe 13 to the pipe 21 through The ramp is designed to lift the rod 5, therei by compressing air in the cylinder 12. The' ramp is also designed to produce a predetermined number; of lifts of rods 4 and 6. A corresponding /number of progressions of disks lfl-lfiesults The ramp, as shown in Fig. 5, consists of three ridges 25, 26 and 27, on different horizontal planes to engage the rods 6, 5 an 4. The rollers 4, 5 and 6", reduce the fr ction at the point of contact. The ridg `26 is raised to guide the rods 4 and 6.

ramp, they are lifted up by the incline 25,l 26e and 2,72. On ridge 27, depressions 27@ and 27 b are provided, which permits rod to drop when passing over them, and ridg 25 has a depression .25a which permits rod 6 to' drop 'when passing over it.- The depressions may be, of course, increased in length to afford isuiiicient time to operate on high speed trains. It will be noted that the depressions-'on ridge 27 and those on ridge 25 are not opposite and therefore rods 4 and 6 ar'e not both depressed at the same time. Thus the depressions in the ridges 25 and 27 cause a corresponding number of steps of the disks 16.and 14 to be thereafter retained by the dog with which it is associated.

The combination of steps caused by the ramp shown in Fig. 5, may be arranged lto arrange the air ducts in the valve disks and cylinders 18, 19 and 20, as shown in Fig. 3 of the drawings. This provides a free pasducts 18D, 14", 19D, 16D and 20.

The ramp in Fig. 6 has depressions 25l and 25b in ridge 25 and depression 27 in ridge 27, these depressions beingalternately spaced. This combination arranges-the air ducts as show'n in Fig. 4, through the ducts 18D, 14, 19, 16p and 201,'to provide a free way from pipe 13 to pipe 22. lVhere the various ducts lioin they are expanded to provide for any irregularity in alinement.

Attention is here called to an important element in my invention which requires a simultaneous predetermined movement of the valve disks 1416 to obtain'a particular result. For instance a free air passage is obtained from pipe 13 to pipe 21 when three operations have been made by plunger 4 and two by plunger 6 as obtained by the depressions in the ramp and by the holding ratchets 14a16. If, however, a greater or less number of steps have been consummated y by the plunger 4, when two were made by plunger 6, it is apparent that this passage would be stopped by disk 16. The same conditions also apply to the passage between pipe 13 and pipe 22. lf one of the disks makes a greater 'number (if stops than is necessary with the result that it travels beyond the port opening, it may be released by the holdingvratchet and stepped forward again to the extent required. This latter arrange- 7hlen 'the rods engage the.

ment is particularly useful where more than two valve disks are used. The safety of this arrangement is due to the fact that obstacles at the side of the track cannot operate the plungers in the predetermined i order obtained by the ramps for a signal. 4

The tubes 21 and 22 conduct the air pressure to the cylinders 31 and 32 supp'iQrted by the frame 30 secured to locomotive cab. The air pressure in these cylinders' operates the pistons 33 and 34 connected to the crank 35, pivoted at 36. 0n the same axis and moving with said 'crank is the indicator pointer 37 Iriing on the dial. 38-38a, each high or low speed. This crank also 'through rod 39 and connection 40 operates the throttle valve 41 and through rod 42 and connection 43 operates valve 44 on the brake pipe, thus shutting olf the power and applying the brakes when one (ylinderA is operated, or releasing the poWef-and the brakes when the other cylinder is operated.

In the application shown in Fig. 8, where the rails are indicated by 45 and 46, one ramp by A and another by B, it is required that trains pass over drawbridge D at a low speed, the combination caused by ramp A will set -the adjustable apparatus which comprises the disks 14 and 16 so as to cause a slow indication and reduce the speed, and the combination on ramp B will set the disks '14 and 16 to cause a high speed indication.

can be secured by adding another ridge to.

ramps A and B and providing a corresponding additional rod on the adjustable apparatus pf one of the trains. The adjustable apparatus, therefore. with rods to engage ridges 25. 26 and 27 may be arranged to cause a slow speed and the said apparatus with rods to engage ridges 24, 25, 26 and 27 may be arranged to provide a positive stop.

The application in Fig. 9 shows conditions changeable; e. as whenthe switch is set \up for a slow speed or for high speed,v these conditions being provided by changing the a tive ramp in correspondence with the condi ion of the track. The rails 45 and 46 are of the straight track and 45`46a are The ramps A the rails of the side track. and B are brought into active position by magnets 51 and 52 respectively depending on the position of the switch. The plunger 51*---52ZL raising the ramps-to the active position when these magnets are energized. Magnet 52 is controlled by wire m to battory 54, contact 53b and wire e. When the switch is open to the side .track magnet 51 is controlled by wire y, battery 54, contact 53 ing the number of ridges and corresponding and wire Contacts 53 and 53" are operated by rod 53, which moves in conjunction With the switch rails. rl`hus ramp B, which will cause a high speed indication is in the engaging position when the track is straight and ramp A, which is for slow speed indication is in the engaging position when the switch is set for the side track.

This arrangement indicates the elements of my invention which it is apparent muy be applied in a safe and reliable manner to produce a great variety of indications and these indications may be adapted to the varying conditions of traic.

The number of indications may beincreased by increasing the number of combinations, which, can be done, iirst: by increasing the number of the depressions in the ramp. second: by varying the arrangement of the depressions; third: by increasparts, and fourth: by a combination of these elements.

This device generates the energy for op-A erating the indicator when the train is passing over the ramp; there is, therefore, no latent ener to cause false operation and it is almost im ossible for proper combination to be acci entally set up to operate the indicator.

Another way of' obtaining a group selection that is particularly adaptable when more than two ratchet wheels are used, is to step up one wheel and then step up the next Wheel and release the first, then step up the third wheel and then the first again, which proper combination for a Itis understood my invention is not limited to the details here shown but may be aplied in various ways without departing ,rom the spirit of the invention. 1 Having described my invention and shown a method of its application I claim as ynew and desire to eecu'reLetters Patent for the following:

l. The combination of a vehicle having power-controlling and speed-retarding mechanism; power means carried, on said anism;

vehicle and arranged -to actuate said mechan adjustable apparatus interposed between said power means and said mechanism to determine which of said mechanisms is' to be affected by said power means; and a plurelity of devices disposed in separated re tion in the path of said vehicle to oper- 'l ate said apparatus.

'2. The combination of a vehiclev having power-controlling and speed-retarding ,mech vehicle and erre amsms; power means carried on said llcd to actuate said mechanisms; an adjustable apparatus interposed between said power o and .said mechato dot/Brumm@ which of said mechais' to 'be aected by said power means;

a plurality of devices `disposed in grouped nislns is to be affected by said power means;

and a plurality of' actuating plates disposed in the path of said vehicle, said plates being variously. shaped to produce corresponding results in said apparatus.

ul. The combination of a vehicle having power-controlling and speed-retarding mechanisms; power means carried on said vehicle and arranged to actuate said mechanisms; an adjustable apparatus interposed between said power means and said mechansms to determine which of said mechanislns is to be affected by said power means; and a plurality .of actuating plates disposed inthe path' of said apparatus to operate the same in a manner corresponding with each plate.

5. The combination of a vehicle having power-controlling and speed-retarding mechanisms; an air compressor having a rod operable from the roadbed; a power transmission operatively connecting said mechanisms and said air compressor, said transmission embodying a single main; a plurality of branch ducts; and means operatively connected with said branch air ducts for reversely affecting said supplying and retarding mechanisms; a permutation valve interposed between said main and branch ducts and embodying a plurality of ported members movable to register with saidducts; an operating mechanism for said ported niembers, embodying rods extending adjacent to and operable from the roadbed; and a plurality of actuating plates disposed in the path of said rods to move the same in a.

manner corresponding with each of said e plates.

6. A railway signal system comprising,r a plurality of power-driven vehicles; a plurality of power-controlling mechanisms, one mounted on each of said vehicles and cmbodying an expansive fluid power supply; a plurality of ported members operatively mounted to control said supply; and an actuating mechanism for shifting said ported members, embodying grouped extensions and actuating plates disposed to engage said extensions, said plates having combinatione'ecting variations.

vehicle and arranged to`au'ti1ate said mechanisms; an adjustable apparatus interposed between said power means and said mechanislns for determining which of said mechanisms is to be aii'ected by said power means; and a plurality of devices disposed in spaced relation in the path of said vehicle and of said adjustable apparatus, said devices being shaped to a variety of forms for prodgcing a variety of effects in the time and relation of operation of the parts of said adjustable apparatus.

8. The combination of a vehicle having a power controlling mechanism, and a speed retarding mechanism, power means carried on said vehicle. for actuating said mechanisms in predetermined order of time; an adjustable apparatus interposed between said power means and said mechanisms for determining which of said mechanisms is to be affected by said power means, said apparatus embodying a plurality of conduits, each being in open communication with one of said mechanisms; a plurality of movable members having passages disposed therein to establish communication between said power ine-ans and either of said mechanisms in accordance with the adjustment of said adjustable mechanism; and a plurality of ramps disposed in the path of said adjustable mechanismfor affecting the members thereof successively.

9. The combination of a vehicle having a power controlling mechanism, and a speed retarding mechanism; power meanscarried on said vehicle for actuating said mechanisms in predetermined order of time; an adjustable apparatus interposed between said power means and said mechanisms for determining which of said mechanisms is to be affected by said power means. said apparatus embodying a plurality of conduits, each being in open communication with one of said mechanisms; a plurality of movable members having passages disposed therein to establish communication between said power means and either of said mechanisms in accordance with the adjustment of said adjustable mechanism; and a plurality of ramps disposed in the path of said adjustable mechanism fo aiecting the members thereof successively, said ramps having means for operating said power means. i 10. In anv apparatus as characterized; an adjustable mechanism having a central stationary portion provided with delivery ducts therethrough; a plurality of rotary members juxtaposed to the ends of said stationary portion, one of said rotary members having a diagonal passage and a straight passage formed therethrough for communicating tering one of said passages in each of said rotary membcrs`with one or other of said delivery passages. 1

11. In an apparatus as characterized; an

adjustable mechanism having a' central st'a-v tionary portion provided with dehver'yvducts therethrough; plurality of rotary members juxtaposed to the ends ot'l said stationary portion, one of said rotary members having a diagonal passage and a straight passage Jformed therethrough for communicating with said delivery passages in said stationary portion, and a second rotary member having a stra ight passage formed therein for communicating with said delivery passage; means operable from the roadbed for loperating said rotary members for registering one of said passages in each of said rotary members with one or other of said delivery passages; means for holding said rotary members in adjusted position; and means for releasing said rotary members.

12. The combination of a moving railway vehicle; apparatus carried on said vehicle having a plurality of movable members; a vehicle controlling mechanism; 'controlling means on the track; and a plurality of means carried by said vehicle responsive substantially at the same time to said track means for operating said movable members, thereby actuating said vehicle controlling mechanism.

13.-The combination of a railway track; a vehicle moving thereon; apparatus carried on said vehicle having a plurality 4of movable members; a train controlling mechanisni; a plurality of controlling means on qthe track having particular characteristics with reference to the condition of the track: and .a plurality of means carried by said vehicle controlled by said track means for operating said, movable meuibers thereby controlling the vehicle in accordance with said track conditions. l

` 14. The combination of a moving railway vehicle; an apparatus carried on said vehicle having a plurality of conductors there-` through` and a plurality of movable menibers. said conductors interrupted 4by said movable members except when in a predetermined position; means on the track: and means' carried by the vehicle controlled by said track means whereby the continuity of one of said conductors is established.

15. rlhe combination of ya railway track; a vehicle moving thereon: an apparatus carried on said vehicle having a plurality ofy conductors therethrough, and a plurality of movable members, said 'euductors interating members carried by said vehicle conk trolled by Said track means for operating said movable nwmbers acoumulatirely, tho accumulative eli'ect from one operating member boing retain-afl by tl i actire operation of another of said operating mmnbers. In testimony whereof I aflix my Signatura in the presence of two witnesses.

liLfiTlI'TET/v H. LOTGHRIDGE. Witnesses NATH.

E5. SMITH, W. l)

RIGNEY. 

